quinta-feira, 28 de agosto de 2014

Variando um pouco, um Fórmula 1 em escala que não a 1/20, Williams FW23 na escala 1/24, kit da Revell. Having already exceeded their expectations in 2000, the BMW Williams F1 Team was well placed to improve on their 36 points and third place in the FIA Constructors Championship. With BMW absent from the Formula 1 scene for thirteen years, fifth place would have been a realistic position. However, with the help of the sound, reliable V-10 cylinder engine by BMW and the vastly experienced Willians F1 Team, the partnership was destined for greater things. The strong pairing of Ralf Schumacher and Jenson Button complimented the team superbly. Ralf, in his second year with the team was the stronger of the tro drivers, finishing third in the Drivers Championship and achieved a total of 24 points. For the 2001 season, Team Principal Sir Frank Willians and BMW Motorsport Director Gerhard Berger again intended to defend and build on the third place. However, the BMW Willians F1 Team was starting the season with a new engine, a new gearbox and a new driver, which is always a risk. The new engine achieving 820 bhp at 178000 rpm was designed to be lighter, smaller, more poweful and higher revving so if it were durable as well, the performance would be espetacular. It took Just four races for the potencial of this super quick engine to be realised when Ralf took his and the team’s maiden victory at the Imola Grand Prix in San Marino. Two more victories followed, in Montreal and Hockenheim, increasing the confidence of the man from Kerpen contributing 49 points to the equally impressive with his first victory in F1 after arriving from Champ Cars at the Italian Grand Prix. These four wins, together with a number of second places, gave the BMW Willians F1 Team 80 points, but once again third place in the 2001 FIA Constructor Championship. With the Prospect of an even lighter, more powerful car due to 2002, conbined with the fact both drivers Will be desperate to experience to joy of winning again, the third year of the Willians F1 and BMW relationship Will surely be one to remember.Revell kit at 1/24th scale.

Outro Porsche, agora o 956C do Stefan Bellof, kit da Revell na escala 1/24. In mid 1981 Porsche started to design a two-seat racing sports car in accordance with FIA rules, which revoked separation into groups 1 to 6 and set new requirements for prototypes for the World Championship from 1982 onwards. The new rules limited fuel consumption and were also concerned with the power take-off of the vehicle. This caused the design to focus on aerodynamics . The porsche 956, thanks to its specially shaped air ducts, achived as effective negative pressure on the floor of the car, which gave the vehicle a cornering speed that had previously been impossible. The car has a monocoque chassis, built in such a way that the components as far as possible out of the air stream but are still able to withstand the enormous loads produced by the power take-off. According to the FIA provisions for overall lenght to wheelbase, which prohibit version with extremely long rears, Porsche selected the longest ever wheelbase for a Porsche race car of 2600 mm. Thus the 956 received a new, all-syncromesh gearbox, but its 6 cylinder horizontally opposed engine with twin turbocharges, 800 kg weight and 2.65 litre capacity had already proved itself in the 936 and was therefore taken over without modification. The 956C was an immediate success, although 1982 was only intended as a trial year. In fact the Group C era was to become a period of huge motorsports succes for Porsche. In the year of their debut, well ahead of the competition, the team from Zuffenhausen won the Constructor’s title in the Sportscar World Championships, broke the distance record at Le Mans and won three 24 hours races. In 1983 the 956 C electronic fuel injection, the compression of the engine was increased thus giving in higher performance, so that its capacity could be increased by 20 bhp to a total of 640 bhp. Again the 956 dominated group C at speeds of over 350 km/h. Alongside the well-known drivers Ickx, Mass, Stuck and Winkelhock, the 25-year-old Stefan Bellof joined the Porsche works team. He immediately won his first race, producing an amazing average speed of over 200 km/h in the 1000 km race on the northem loop on the Nürburgring, a record that is unbroken to date. In 1984 the man from Gienssen, in the meantime driving for Tyrrell in F1, became long distace World Champion, European Champion Driver and also won the International German Racing Championship in the 956C . In 1985, Bellof, the first German driver to succeed in taking a world championship title on the circuit, changed to the private racing stable of Walter Brun whose 956C he drove in motor races. After nine F1 races, which would also have got him an offer from Ferrari for the following year, this promising and successful talent had a fatal accident on 1st September in the long-distance race at Spa Francorchamps. Revell kit at 1/24th scale.

Porsche 934 da equipe do Max Moritz, excelente kit Tamiya na escala 1/24. During the 1970s the World Championship for Makes had rivaled Formula One in popularity but its organizer, the FIA, was faced with a shrinking entry list due to the effects of the Oil Crisis, which led to regulation changes in 1976. As a result, group 5, which featured production based vehicles with extensive modifications became the class to complete for the World Championship for Makes, while Group 6 was transferred to entry in the 1976 World Sportscar Championship. Moreover, the FIA’s minimum production regulations for homologation of Group 4 GT class cars were relaxed from 500 in 12 consecutive months to just 400 over 24 months, to allow more manufactures to have a chance to participe in the series.
Porsche quickly adapted to the regulation changes and unveiled the 935 and 936 to compete in Group 5 and Group 6 respectively. Furthermore, Porsche developed the turbo RSR, also called the 934 Racing, for Group 4 GT class. The 935 and 934 could trace their roots back to Porsche’s first turbo-charged sports car, the 911 Turbo. Dubbed the 930 Turbo, the car was first announced at the 1973 Frankfurt Motor Show, and its production began in 1975. The 930 Turbo was originally designed as a street-legal race car, and while its side profile did not differ significantly from the 911, if feature wide front and rear fenders and was equipped with a large rear wing. The rear-mounted 2,994cc turbocharged flat-6 engine was capable of 260hp which made it a top-of-the-range production car at the time.
The 934 was based upon the 930 turbo. Fittted with a large turbo charger, a water-cooled intercooler, and K-Jetronic mechanical fuel injection system, the flat-6 was under horizontally-positioned cooling fan in the same way as seen in the 917 and 908, for optimun cooling effect. Thanks to such modifications , the engine’s power was boosted from 260hp to 485hp and at the same time its torque was nearly doubled from 35kgm to 62kgm. The car also featured independent torsion bar suspension with resin buched and coil springs, adjustable front and rear stabilizer rods, and ventilated disc brakes with aluminium calipers. The sleek body featured flared fenders and a large front spoiler with air intakes for the oil cooler in the center, intercooler radiatiors on the left and right, and rounded brake cooling air intakes.
Among the Turbo RSR type 934’s that dominated races aroung the world were two vivid Orange machines fielded by the Max Moritz Team, which was sponsored by the German liqueur maker Jägermeister. Following a successful 1976 DRM(German Racing Championship) season including a 1-2 finish in Round 1 Nüburgring, the team also threw its hat into the ring for Round 4 Nüburgring 1000km in the German Championship for Makes. They demonstrad excellent performance, car No.24 outperforming the Porsche 935 to finish in 3rd place in its class while car No.25 surpassed its team-mate to win its class and finish 3rd overall in the race. Tamiya kit at 1/24th scale.